Abstract: A multiple speed transmission for a motor vehicle includes a speed reduction gear set driveably connected to an input shaft, a planetary gear set having elements selectively driveably connected to the speed reduction gear set and input shaft, a first clutch and a second clutch, each clutch connected through the speed reduction gear set to the input shaft, a source of hydraulic fluid, and a first servo having a first fluid path connecting the fluid source and the first clutch, and a second fluid path connecting the fluid source and the second clutch, and a third fluid path connecting the lubrication fluid source and the lubrication circuit.

Abstract: A multiple clutch system, particularly a double clutch system, includes a housing arrangement connectable to a drive element and rotatable therewith about an axis of rotation. The clutch system include a first coupling area and a second coupling area. The first coupling area includes a first pressure plate for pressing a friction area of a first clutch disc against an abutment area, the first pressure plate being rotatable with the housing arrangement, and first actuator device for activating the first coupling area to execute controlling operations. The second coupling area includes a second pressing plate for pressing a friction area of a second clutch disc against an abutment area, the second pressure plate being rotatable with the housing arrangement, and a second actuator device for activating the second coupling area to execute controlling operations.

Abstract: Apparatus for transmitting torque between a power source and a transmission, includes first and second coaxial input shafts, a housing, first bearing rotatably supporting the first input shaft on the housing, clutch assembly, flywheel, support shaft secured to the flywheel and located radially between the first and second input shafts, and second bearing located radially between the second input shaft and the support shaft. The clutch driveably connects and disconnects the flywheel and an input shaft.

Abstract: In a transmission of the constant mesh type a number of gear selectors are driven by using a hydraulic coupling between input and output pistons. The hydraulic coupling functions as a hydraulic spring and force multiplier. A hydraulic actuator (23) is received by internal gear case wall (24) formed so as to prevent any radial or axial movement of the actuator itself. A hydraulic coupling, in this case the hydraulic coupling is formed as hydraulic springs or bags illustrated at (26).

Abstract: A clutch mechanism of the type constituted by a toothed wheel (3) driven by an endless screw (12), this wheel (3) being securable to a driven shaft (15) via two friction cones (5) disposed coaxially to the axial bore of the toothed wheel (3), and coacting, under the action of a control device (7, 13), with conical contact areas on the wheel (3). The toothed wheel (3) is made of a synthetic material, the bore of this toothed wheel (3) having an annular partition (16) delimiting on each side a shouldered recess for the reception of a metallic ring (4) secured in rotation to the wheel (3), this ring (4) comprising internally a conical contact area (4A) adapted to coact with the metallic friction cone (5).

Abstract: A shiftable transmission in which at least two clutches (2, 7) actuated in closing direction by spring force and in opening direction by the exertion of pressure are arranged, wherein output of the transmission is stopped by unpressurized shifting of both actuation devices (9, 13) thereby closing both clutches (2, 7). When pressure is exerted upon the second actuation device (13), the actuation force of the first actuation device (9) is composed of a spring force of the first actuation device (9) and a hydraulic force from the pressurization of the second actuation device (13). The clutch belonging to the first actuation device can thus be impinged upon with different forces depending on whether or not the second actuation device is impinged upon with pressure.

Abstract: A dual clutch includes a first clutch area with a housing arrangement connected to an abutment plate; a first pressure plate arrangement; and a force-exerting arrangement, which is supported against the housing arrangement and the pressure plate arrangement, and which can press the pressure plate arrangement toward the abutment plate. A second clutch area includes second pressure plate arrangement and a force-transmitting arrangement, which extends axially across the abutment plate and can exert force on the second pressure plate arrangement. The housing arrangement and the abutment plate are connected to each other by the production of a press fit, and a first force-transmitting element and a second force-transmitting element of the force-transmitting arrangement are also connected to each other by the production of a press fit.

Abstract: A multi-clutch arrangement, especially a dual clutch for motor vehicles, comprising a first clutch area with a first pressure plate arrangement, with a first opposing support arrangement, and with a first clutch disk arrangement, which can be clamped between the first pressure plate arrangement and the first opposing support arrangement to transmit torque via the first clutch area; and a second clutch area with a second pressure plate arrangement, with a second opposing support arrangement, and with a second clutch disk arrangement, which can be clamped between the second pressure plate arrangement and the second opposing support arrangement to transmit torque via the second clutch area. A torsional vibration damper arrangement is assigned to at least one of the clutch areas, and where—relative to an axis of rotation (A)—the torsional vibration damper arrangement is arranged at least partially in the axial area of the first clutch area and/or of the second clutch area.

Abstract: An automatic transmission having gear trains provided between an input shaft and an output shaft, the gear trains including drive gears mounted on the input shaft and driven gears mounted on the output shaft, includes a start clutch provided between a crankshaft of an engine and the input shaft for transmitting or shutting off an engine power from a crankshaft of the engine to the input shaft, a changeover mechanism for selecting a desired gear train through which power is transmitted from a plurality of gear trains, two bypass clutches, one is provided between third gear transmission gear trains and another is provided between sixth gear transmission gear trains for transmitting a different torque from the input shaft to the output shaft respectively, on gearshiftings and a bypass clutch control means for selecting at least one desired bypass clutch through which power is transmitted.

Abstract: A multiple clutch system, particularly a double clutch system, includes a housing arrangement connectable to a drive element and rotatable therewith about an axis of rotation. The clutch system include a first coupling area and a second coupling area. The first coupling area includes a first pressure plate for pressing a friction area of a first clutch disc against an abutment area, the first pressure plate being rotatable with the housing arrangement, and first actuator device for activating the first coupling area to execute controlling operations. The second coupling area includes a second pressing plate for pressing a friction area of a second clutch disc against an abutment area, the second pressure plate being rotatable with the housing arrangement, and a second actuator device for activating the second coupling area to execute controlling operations.

Abstract: An actuating device for a friction clutch device installed in the drive train of a motor vehicle introduces actuating forces, especially clutch-engaging or clutch-releasing forces, to the friction clutch device to actuate at least one friction clutch of the friction clutch device in the engaging or releasing direction. At least one actuating element assigned to a friction clutch can be shifted axially relative to at least one support element, which is essentially fixed in the axial direction, to exert the actuating forces. The actuating element belongs to an actuator assigned to the clutch or can be shifted axially relative to the support element by the intermediate action of an actuator assigned to the clutch.

Abstract: A crankshaft 2 of an internal combustion engine, which is supported with freedom to rotate around an axis of rotation 3, can be connected by a first clutch 1 to a flywheel 4, which is also supported with freedom to rotate around the axis of rotation 3. In addition, the flywheel 4 can be connected by a second clutch 5 to a transmission shaft 6, also supported with freedom to rotate around the axis of rotation 3. The flywheel 4 is provided with at least one permanent magnet and thus forms the rotor 8 of a crankshaft starter-generator. The pole fields of the permanent magnets can be moved past the stator coil of a stator 9 of the crankshaft starter-generator, this coil being mounted on a stationary component. Each of the first and the second clutches 1, 5 has its own separately operated actuating means and can be engaged and disengaged either independently of each other or in common.

Abstract: A drive device comprises a first switchgear (9) and a second switchgear (11) which can be actuated respectively hydraulic pressure in an opening direction and via spring force in a closing direction, and which are provided with a device (26) by which the first switchgear (9) and the second switchgear (11) are to be actuated in the opening direction when the switchgears are actuated in the closing direction.

Abstract: A distributor gear (1) with an adjustable coupling device (5) for a vehicle, in particular for a vehicle with a shiftable all-wheel drive is described for the distribution of an incoming drive torque via a drive shaft (2) to at least two output shafts (3, 4). It is moreover provided that an output shaft (4) can be connected via the coupling device (5) with the drive shaft (2) and that the coupling device (5) can be actuated via an electric motor (9) and a drive converter device (10) located between the electric motor (9) and the coupling device (5) for the conversion of rotary movement of the electric motor (9) into a translatory actuation movement for the coupling device (5). The electric motor (9) is incorporated into a gear (7).

Abstract: Drive system for an all-wheel driven motor vehicle having a first and a second driven axle (3, 9), which drive system has a differential-speed-dependent clutch (6) for driving the second driven axle, and an at least partially lockable differential (8) between the wheels of the second driven axle (9). The differential-speed-dependent clutch (6) comprises a pump (10) which, when a differential speed occurs, produces a pressure which leads to the transmission of a torque to the second driven axle (9). In order to ensure that the differential lock responds in a manner coordinated neatly in terms of time and taking account of the driving state, a connecting line (18) leads from the delivery side (11 or 12) of the pump (10) to an actuating member (27) of the lockable differential (8), with the result that, when a differential speed occurs, the pressure produced by the pump (10; 67) makes it possible to at least partially lock the differential (8) by means of a positive locking clutch (26).

Abstract: A torque transmission arrangement includes a torsional-vibration damper arrangement having a primary side for fixing to a drive member and a secondary side rotatable about an axis of rotation (A) with respect to the primary side counter to the action of a damper element arrangement. A double clutch arrangement is coupled to the secondary side of the torsional-vibration damper arrangement and has a first clutch region for selective torque transmission coupling to a first output member and a second clutch region for selective torque transmission coupling to a second output member. A selectively activatable rotary-state influencing arrangement can limit the rotational movement of the secondary side with respect to the primary side and/or to a subassembly essentially nonrotatable about the axis of rotation (A).

Abstract: A dual clutch comprises two clutch areas, each with a pressure plate which can be moved by a force-exerting arrangement toward an abutment arrangement, where the abutment arrangement is to be connected by a connecting plate arrangement to a drive element, also comprising a starter gear ring connected to the abutment arrangement for rotation in common, where the starter gear ring has a first connecting area for connection to the abutment arrangement and a second connecting area for connection to the connecting plate arrangement

Abstract: A locking clutch comprises a toothed member and a slide assembly which are connectable to drive and driven parts. The two members are movable between an engaged position in which the clutch transfers power and/or torque to the driven part and a disengaged position in which power and/or torque is not transferred. The toothed member comprises a cylindrical surface and a plurality of teeth spaced about and extending from the cylindrical surface. The slide assembly comprises a body having a circumferential surface with a plurality of channels formed in said surface. Slide members are received in the channels to be movable between an extended position in which they can engage the teeth of the toothed member and a retracted position in which they do not engage the teeth of the toothed member. A resilient member biases the slide members to their extended positions. The slide assembly can be formed so that the slide members move either axially or radially relative to the slide assembly body.

Abstract: A dual clutch includes a first clutch area with a housing arrangement connected to an abutment plate; a first pressure plate arrangement; and a force-exerting arrangement, which is supported against the housing arrangement and the pressure plate arrangement, and which can press the pressure plate arrangement toward the abutment plate. A second clutch area includes second pressure plate arrangement and a force-transmitting arrangement, which extends axially across the abutment plate and can exert force on the second pressure plate arrangement. The housing arrangement and the abutment plate are connected to each other by the production of a press fit, and a first force-transmitting element and a second force-transmitting element of the force-transmitting arrangement are also connected to each other by the production of a press fit.

Abstract: First and second automatically operable friction clutches in the power train of a motor vehicle are connected between a rotary output element of the prime mover and first and second input elements of a change-speed gearbox. The wear upon the friction linings on the clutch disc of one of the clutches is frequently different from the wear upon the friction linings on the clutch disc of the other clutch. This is compensated for by automatically ascertaining the extent of wear upon the friction linings of the two clutches and by carrying out remedial undertakings such as temporarily reducing or interrupting the wear upon the friction linings which were subjected to more pronounced wear and/or increasing the wear upon the other friction linings.

Abstract: A double clutch assembly includes a first clutch area with a first pressure plate, which can be moved by a first force-exerting assembly toward an abutment assembly; a second clutch area with a second pressure plate, which can be moved by a second force-exerting assembly toward an abutment assembly; and a connecting assembly for connecting the abutment assembly to a drive element. The connecting assembly includes a connecting plate assembly with a first, radially outer connecting section, which extends over an outer circumferential surface of the abutment assembly and is attached thereto by a plurality of connecting elements.

Abstract: A twin clutch, in particular an actively closing, dry friction twin clutch is provided for a twin clutch transmission of a motor vehicle having an internal combustion engine, a crankshaft, and two transmission input shafts. The two transmission input shafts are connected to respective friction clutches and can be selectively connected to the crankshaft. At least one axial bearing is provided at the twin clutch such that axial forces, which are present when the clutch is actuated, can be transferred to the transmission housing.

Abstract: The invention is directed to a dual clutch device or multiple disk clutch device for arrangement in a drivetrain of a motor vehicle between a drive unit and a transmission, wherein the clutch device (12a) has a plurality of radially staggered disk clutch arrangements (64a, 72a) which are associated, respectively, with a transmission input shaft (22a and 24a) of the transmission and are constructed, respectively, with a disk set (74a and 76a) having outer disks associated with an outer disk carrier (62a and 70a) and inner disks which can be brought into mutual driving engagement with the outer disks and which are associated with an inner disk carrier (82a and 86a), wherein every disk set has disks with linings and without linings which are constructed either as outer disks or as inner disks.

Abstract: The invention relates to a device for transmitting the torque. The inventive device comprises at least one first and at least one second coupling device which can be switched into different switching positions respectively. The inventive device further comprises a drive device and an actuating device.

Abstract: A release bearing is provided for transmitting release force to a corresponding force accumulator of each of the first and second clutch regions of the double clutch assembly, the release bearings being arranged in succession in the direction of an axis of rotation. Each of the release bearings has an action region for a respective release-force transmission member to act on, the release-force transmission members interacting on the same axial side of the release bearings. The action region of one of the release bearings includes a sleeve-like action element which is surrounded by the other release bearing. The sleeve-like action element has a holding region, by means of which the other release bearing is secured so that it cannot be removed from the sleeve-like action element.

Abstract: The torque transmitting connection between the output shaft of the prime mover and the input shaft or shafts of the transmission in the power train of a motor vehicle is established by a torsional vibration damper and a clutch assembly. The damper has an input member affixed to the output shaft and an output element separably coupled to a counterpressure plate of a single friction clutch or of one of two friction clutches of the clutch assembly by an axial plug-in connection. The output element(s) of the clutch(es) is or are connected to a single input shaft or to discrete input shafts of the transmission. The plug-in connection renders it possible to assemble the torsional vibration damper with the prime mover and to assemble the clutch assembly with the transmission prior to the establishment of a torque transmitting connection between the damper and the clutch assembly.

Abstract: A transmission system is comprised of a twin-clutch transmission which comprises a first clutch for selecting a first gear-ratio group and a second clutch for selecting a second gear-ratio group. A control unit for controlling the twin-clutch transmission is arranged to calculate an estimated engine revolution speed produced in the event that one of two gear ratios adjacent to the present gear ratio is selected by executing one of upshift and downshift, and to disengage one of the first and second clutches which is engaged to select the gear-ratio group including the other of the two gear ratios adjacent to the present gear ratio when the estimated engine revolution speed is out of a normal operation speed range.

Abstract: Multi-clutch arrangement, comprising at least two clutch areas, each with a pressure plate, which can be connected to a housing for rotation in common around an axis of rotation (A) and which can be shifted in the axial direction relative to this housing; with an opposing support; and with a clutch disk, the friction surface arrangement of which can be clamped between the pressure plate and the opposing support. Each of the clutch disks is designed to be connected nonrotatably to a different power takeoff element. A wear-compensating device is assigned to at least one of the clutch areas. In at least one of the clutch areas, the pressure plate is connected to the housing for rotation in common by way of a connecting element arrangement, which, when the clutch area is in the torque-transmitting state, exerts a force on the pressure plate arrangement acting in the direction toward the opposing support.

Abstract: A control apparatus for controlling a shift operation sets an output Mout from a reference model M(s), which is ideally changed, as a target slip amount of a feedback controller Cpi(s). The controller Cpi(s) controls torque transmitted to an off-going friction engagement element for matching a control slip amount sp with the target slip amount. The characteristics of the controller Cpi(s) is determined for optimally performing a clutch-to-clutch shift operation during a lock-up clutch being engaged. When the lock-up clutch has been disengaged, an input shaft rotation speed is filtered by a notch filter NF for removing a frequency component in a predetermined frequency domain, wherein the control slip amount sp is obtained based upon the filtered input shaft rotation speed.

Abstract: A motor vehicle clutch has at least one flywheel (4a) equipped with fan blades (34) at least in a zone that is radially between a hub (54) and a solid ring portion with a friction surface (48). The clutch is configured so that the fan blades of the rotating flywheel will generate an air stream to flow over the surface portion of the flywheel on the opposite side from the friction surface for efficient cooling of the clutch.

Abstract: A mounting/centering support arrangement for a pressure plate assembly of a multi-clutch arrangement is provided. The pressure plate assembly comprises at least two clutch areas, each with a pressure plate arrangement connected to a housing arrangement for rotation in common around an axis of rotation; with an opposing support arrangement; and with a clutch disk arrangement, the friction surface arrangement of which can be clamped between the pressure plate arrangement and the opposing support arrangement. Each of the clutch disk arrangements is designed to be connected nonrotatably to a different power takeoff element. The mounting/centering support arrangement can arrest at least one of the clutch disk arrangements in a predefinable position with respect to the housing arrangement and/or arrest at least one of the clutch disk arrangements in a predefinable position with respect to at least one other clutch disk arrangement.

Abstract: A multi-clutch arrangement, especially a dual clutch for motor vehicles, comprising a first clutch area with a first pressure plate arrangement, with a first opposing support arrangement, and with a first clutch disk arrangement , which can be clamped between the first pressure plate arrangement and the first opposing support arrangement to transmit torque via the first clutch area; and a second clutch area with a second pressure plate arrangement, with a second opposing support arrangement, and with a second clutch disk arrangement, which can be clamped between the second pressure plate arrangement and the second opposing support arrangement to transmit torque via the second clutch area. A torsional vibration damper arrangement is assigned to at least one of the clutch areas, and where—relative to an axis of rotation (A)—the torsional vibration damper arrangement is arranged at least partially in the axial area of the first clutch area and/or of the second clutch area.

Abstract: An actuating device for a friction clutch device installed in the drive train of a motor vehicle introduces actuating forces, especially clutch-engaging or clutch-releasing forces, to the friction clutch device to actuate at least one friction clutch of the friction clutch device in the engaging or releasing direction. At least one actuating element assigned to a friction clutch can be shifted axially relative to at least one support element, which is essentially fixed in the axial direction, to exert the actuating forces. The actuating element belongs to an actuator assigned to the clutch or can be shifted axially relative to the support element by the intermediate action of an actuator assigned to the clutch.

Abstract: The invention relates to a device for transmitting the torque. The inventive device comprises at least one first and at least one second coupling device which can be switched into different switching positions respectively. The inventive device further comprises a drive device and an actuating device.

Abstract: A multi-clutch arrangement, especially a dual clutch arrangement, having at least two clutch areas, each with a pressure plate arrangement which is connected to a housing arrangement for rotation in common around an axis of rotation (A) and which can be shifted in the axial direction relative to the housing arrangement; with an opposing support arrangement; and with a clutch disk arrangement, the friction surface arrangement of which can be clamped between the pressure plate arrangement and the opposing support arrangement. Each of the clutch disk arrangements is designed to connected nonrotatably to a different power takeoff element. In the case of at least one of the clutch areas, preferably in all of the clutch areas, the pressure plate arrangement and the housing arrangement are connected to each other for rotation in common by a connecting element arrangement. When the clutch area is in the torque-transmitting state, it urges the pressure plate arrangement toward the opposing support arrangement.

Abstract: The invention is directed to a multiple-clutch device, such as a double-clutch device, for arranging in a drivetrain of a motor vehicle between a drive unit and a transmission, wherein the clutch device has a first clutch arrangement associated with a first transmission input shaft of the transmission and a second clutch arrangement associated with a second transmission input shaft of the transmission for transmitting torque between the drive unit and the transmission. According to one aspect of the invention, it is suggested that plates in a plate stack of a clutch arrangement constructed as a plate clutch arrangement which have at least one friction facing can be brought into frictional engagement with plates having no friction facing, wherein at least one of the plates not having a friction facing is thicker in axial direction than friction facing carrying elements of adjacent plates having at least one friction facing.

Abstract: An axle module for use in an automotive vehicle. The axle module includes a housing and a shaft rotatably supported within that housing. The axle module also includes a ring gear connected to the shaft. The axle module also includes a clutch pack housing engaged with an end of shaft while a side shaft joint is arranged within the clutch pack housing. The side shaft joint is connected to a side shaft which is further connected to a wheel of the automotive vehicle. A plurality of plates extend from the clutch pack housing and from the side shaft joint such that they overlap in an alternating manner with one another. The axle module also includes a motor which is used to control the transfer of an axial torque through the clutch pack housing and plurality of plates.

Abstract: A twin clutch, in particular an actively closing, dry friction twin clutch is provided for a twin clutch transmission of a motor vehicle having an internal combustion engine, a crankshaft, and two transmission input shafts. The two transmission input shafts are connected to respective friction clutches and can be selectively connected to the crankshaft. At least one axial bearing is provided at the twin clutch such that axial forces, which are present when the clutch is actuated, can be transferred to the transmission housing.

Abstract: A device for coupling an input shaft and an output shaft is provided. The device preferably includes a carrier coupled to the input shaft, a hydraulic pump coupled to the carrier and the output shaft, a hydraulic conduit coupled to the hydraulic pump, a piston coupled to the hydraulic conduit, a clutch coupled to the piston, and a control valve coupled to the hydraulic conduit.

Abstract: The present invention relates to axle and intermediate differential mechanisms applicable in vehicles. The inventive differential distributes the torque to the driven shafts automatically and in proportion to the loadings without mounting of any additional control means and actuating means. The proposed construction includes two hydraulic volumetric clutches having a common drive part, in which the driven parts with immovably connected driven shafts are placed. Each of the hydraulic clutches has its own loop of circulating channels, which are separated by means of a common gate unit, containing a cylindrical gate with two openings. Two guide channels connect the discharged sides of the circulating channels, the suction sides of which being connected to volumetric compensators. The gate blocks hydraulically both clutches when the loads on the driven shafts are equal, and releases the less loaded shaft in case of breaking the balance proportionally to the loading.

Abstract: A first clutch area produces a first torque-transmitting connection between a drive element and a first driven element, and a second clutch area produces a second torque-transmitting connection between the drive element and a second driven element. A common engaging/disengaging mechanism actuates the first clutch area and the second clutch area to produce and to nullify the first and second torque-transmitting connections.

Abstract: The invention is directed to a multiple-clutch device, such as a double-clutch device, for arranging in a drivetrain of a motor vehicle between a drive unit and a transmission, wherein the clutch device has a first clutch arrangement associated with a first transmission input shaft of the transmission and a second clutch arrangement associated with a second transmission input shaft of the transmission for transmitting torque between the drive unit and the transmission. According to one aspect of the invention, it is suggested that at least one of the clutch arrangements has an actuating piston defining a pressure chamber for actuation, preferably for engagement of the clutch arrangement by means of a pressure medium, preferably a hydraulic medium, wherein the actuating piston divides the pressure chamber from an associated centrifugal force pressure compensation chamber which receives a pressure compensation medium.

Abstract: A bi-directional overrunning clutch differential is disclosed for controlling torque transmission between a pinion input shaft and at least one output hub in a vehicle. The differential includes clutch a clutch housing and a roll cage. An electromagnetic indexing device is mounted adjacent to the cage and adapted to place the cage in position to engage the output hub to the input shaft. An electrohydraulic device is mounted adjacent to the clutch housing and includes a housing attached to the clutch and adapted to rotate in combination with the clutch housing. A hydraulic piston is located adjacent to a drive plate and adapted to cause the drive plate to engage to the housing when actuated, thereby providing dynamic torque between the output hub and the clutch housing.

Abstract: A method of and apparatus for controlling an axle drive for the purpose of distributing torque from a propulsion shaft to two axle shafts, having a coupling carrier which is rotatably supported in a axle drive housing, and two controllable friction couplings arranged in the coupling carrier and provided for engageably connecting and driving the axle shafts, with first friction plates of each friction coupling being non-rotatably connected to the coupling carrier and with second friction plates of each friction coupling being non-rotatably connected to the respective axle shaft, and having two actuating devices for the two friction couplings, which actuating devices, when the two axle shafts both rotate in the same direction relative to the coupling carrier, function autonomously independently of one another, and when the two axle shafts rotate in opposite directions relative to the coupling carrier, the actuating devices are shut down.

Abstract: The torque transmitting connection between the output shaft of the prime mover and the input shaft or shafts of the transmission in the power train of a motor vehicle is established by a torsional vibration damper and a clutch assembly. The damper has an input member affixed to the output shaft and an output element separably coupled to a counterpressure plate of a single friction clutch or of one of two friction clutches of the clutch assembly by an axial plug-in connection. The output element(s) of the clutch(es) is or are connected to a single input shaft or to discrete input shafts of the transmission. The plug-in connection renders it possible to assemble the torsional vibration damper with the prime mover and to assemble the clutch assembly with the transmission prior to the establishment of a torque transmitting connection between the damper and the clutch assembly.

Abstract: The invention relates to a clutch assembly which is designed to be self-adjusting. The invention relates to a multi-plate clutch assembly as well as to a method for operating a multi-plate clutch which can be produced cost-effectively in a structurally simple manner and which has an improved release characteristic. In particular the clutch has a more constant release characteristic with a high operating accuracy over the entire service life.

Abstract: A release bearing is provided for transmitting release force to a corresponding force accumulator of each of the first and second clutch regions of the double clutch assembly, the release bearings being arranged in succession in the direction of an axis of rotation. Each of the release bearings has an action region for a respective release-force transmission member to act on, the release-force transmission members interacting on the same axial side of the release bearings. The action region of one of the release bearings includes a sleeve-like action element which is surrounded by the other release bearing. The sleeve-like action element has a holding region, by means of which the other release bearing is secured so that it cannot be removed from the sleeve-like action element.

Abstract: A multiple clutch arrangement includes a drive member, first and second output members, a first clutch arrangement for selective activation of a first torque transmission path between the drive member and the first output member, and a second clutch arrangement for selective activation of a second torque transmission path between the drive member and the second output member. A torsional vibration damper arrangement is arranged in at least one of the first and second clutch arrangements in the associated torque transmission path.

Abstract: A clutch device for an automatic transmission includes an input member, a first output member, a second output member, a first clutch mechanism formed between the input member and the first output member, a first piston movable in a first axial direction for engaging the first clutch mechanism to transmit rotation torque from the input member to the first output member by receiving oil pressure, and a second clutch mechanism formed between the input member and the second output member radially outwardly of the first clutch mechanism. The first clutch mechanism and the second clutch mechanism are located in axially overlapping relation to each. A second piston is movable toward the second axial direction that is inverse to the first axial direction for engaging the second clutch mechanism to transmit rotation torque from the input member to the second output member by receiving oil pressure.

Abstract: A motor vehicle clutch has at least one flywheel 4a equipped with fan blades 34 at least in a zone that is radially between a hub 54 and a solid ring portion with a friction surface 52. The clutch is configured so that the fan blades of the rotating flywheel will generate an air stream to flow over the surface portion of the flywheel on the opposite side from the friction surface for efficient cooling of the clutch.